Carbureter.



L. '13. MOOERS.

CARBURBTER.

APPLICATION FILED JUNE 30.1905.

3 SHEETS-SHEET 1.

L. P. MooERs.

GARBURETER. APPLICATION FILED JUNI: 30,1905.

SQSAQ@ Patented sept. 15, 1908.

3 SHEETS-SHEET 2.

3Q A p @MM 17 Mm L. P. MOOERS.

f CARBURETER. APPLICATION FILED JUNE 30,1905.

Patented Sept.15,1908.

3 SHEETS-SHEET 3.

@avc/mim". WFM by Uivirn lerares rastrear i cenisunnrnia.

nel 898,494..

flhe invention which forms the subject ofy this application relates tocarbureter's for gasolene engines, andhas for its object the pi'ovisionof a structure adapted to efficiently carburet the air and maintain aproperly proportioned mixture regardless of the fluctuationin the motorspeed and the position of the throttle valve.

n Heretofore, in that type of carburetor wherein the injecting action ofthe air rushing past gasolene spray nozzles is utilized for effecting aproper explosive mixture, diffs culty has always been' found inAsecuring efficient action when the engine was throttl'ed to a low speed.fact that the injecting action is dependent on the rate of flowimmediately past the spray nozzle, which rate is, under the conditionsobtaining, the resultant of two factors, viz., the volume of air drawninto the engine per unit of time, and the cross sectional area of theinjecting tube. The latter factor being ordinarily unalterable inpractical work under operating conditions, a decrease in the volumefactor will, at a certain point, so reduce the rate of iiow that theinjection will cease, entirely or no longer be proportionate to thevolume of air passing. Thus the carbureting effect is in fact theresultant of cerv tain factors, variation in one of which Withoutcompensating change in another will cause deviation from thevconstantdegree of saturation which `it is desired to maintain at the point ofgreatest efficiency. It is to provide Aa practical solution ofl thisproblem that l have devised the structure below described, wherein areembodied principles insuring a proper control of the carbureting actionso that the explosive mixture is maintained at the desired point.Further, it has hitherto been found that when the speed was quicklyraised the sudden rush of air through the strangle tubes sucked thegasolene out ofthe 1 spray nozzles to such an extent that theimmediately succeeding quantity ofiair was in,- sufficiently suppliedwith gasolene and the mixture consequently not effective.

Specification of Letters Patent.

l Application filed. June 30, 1905.

This difficulty arises from they .iatented Sept. l5, 1968.

Serial No. 257,679.

The structure'which has been invented by ine is so designed that thedisturbing effect due to an increase inthe volume of air drawn in by theengine is entirely suppressed and no material fluctuationin thecarbureting resultant permitted. A specific form of the y, means which lhave found effective for this purpose is hereinafter described andclaime l.'

Referring to the drawings, Figure 1 is an end elevation partly insection showing the inlet and float chambers and the connection of thelatter with the carbureting or mixing chambers. Fig. 2 is a verticalsection through the air inlet and mixing chambers. Fig. 3 is .a planview of the float and mixing chambers showing the throttle shaft brokenaway and certain parts in dotted lines. Fig. 4l is a perspectiveV viewof the throttle casing. y

In the drawings A is the inlet passage leading from the gasolenereservoir to the inlet chamber AC Suitably secured in the inlet chamberis a hollow perforated sediment plug A? having its perforations coveredwith gauze. Leading from the inlet chamber is a valve chamber into whichis fitted a valve liousin B containing a ball valve B held normal yagainst its seat by a spring B2 in such manner as to check the flow fromthe inletchamber into the float chamber above. The float chamber Ccontains any suitable form of float C provided at its upper sido with aguiding rod C3 and on its lower side with agrod C2 of such cross sectionas to float within the passage leading from the valve chamber to thefloat chamber without filling the same.

The lower rod C2 not only guides the float in rising and falling but isadapted to bear the valve B away from its seat whenever the gasolene inthe iloat chamber is diminished to such an extent as to allow the floatto fall to any definite point. This point may' be regulated by adjustingthe float rod C2 in any suitable manner. The rods C2 and C3 maybe ritherseparate rods or one continuous rod as desired. y

Leading from the float chamber isan outlet passage C4 which conducts thegasolene to the passage D, from whence it rises in the spray neztzles DQD2, the orifices of which are controlled res ectively by the needlevalves l)3 D4. The height ofthe gasolene in the s ray nozzles isdetermined b the level in the float chamber, but 'it usual y approaches*very-'close to the mouth of the spray nozzles.

It will be seen by reference to Fig. 2, that I have shown two of thesespray nozzles, but in conformance with the spirit of my invention, I mayobviously provide more. The air is drawn in through the inlet conduit Eand upf past the spray nozzles D and D2 through their respectivestrangle tubes E and EZ when the passages thereabove are freely open.These passages or tubes open into a common mixing chamber or horizontalconduit E7 from which leads a single outlet E8 to the engine. Asshown,the passage E is of less diameter than the passa-ge E2, thushaving the capacity of maintaining a greater injecting action for asmall,volume of air, than could be maintained by the tube The horizontalchamber is controlled by the'cylinder E3 which is constructed to serveas an engine throttle and as a cut off valve for the carbureting meansand moves, as shown in Fig. 2, in a hollow cylindrical open ended casingE4 lining a portion of the mixing chamber, and extending across theports and E8 but suitably cut away so as to provide free communicationfor these passages. The port E5 on the lower side is so positioned androportioned as to properly receive the flow rom the tube E2, the port E0on the up per side being proportioned to fit the outlet ,E8 which leadsto the engine, and is of such size and location as to be left partiallyopen after the tube E2 has been entirely closed by the throttle. f

In the operation of the device at the high, speeds when the throttle E3is in its retracted position as shown in Fig. 2, each of the strangletubes is uncovered and in communication with the outlet to the cylinder,thus allowing a free flow of air which ,can be fully and pro erlycarbureted by the proper set ting of t e needle valves, When the speedof the engine is diminished and the throttle is moved so as to check theflow to the engine through the outlet passage E8, the passage E2 islikewise throttled and the ports are so constructed as to make thethrottle of the latter passage proportionate to that of the first namedpassage until the lower limits are approached.' It will be seen that ifthere were but one strangle tube of unalterable diameter, the result ofthis throttling action would be to diminish the rate of flow past thesingle spray nozzle, since the total volume allowed to pass is theroduct ofthe two controlling factors, naine y the rate of flow and crosssectional area of the passage. The eifect of such a condition is todisproportionately diminish ythe injecting action toward the lowerlimits and produce an inefiiciently carbureted mixture in the conduitbeyond. But it will be seen that in my apparatus, as the throttle movesacross the port leading from the strangle tube E2 and throws the latterout of action, the carbureting action is not impaired for the reasonthat the ow of air to the engine will De su pliedthrough the strangle-tube E', which, eing of comparatively small diameter, will maintain theproper rate of flow for the purpose of securing an adequate injection ofgasolene. By this action it will be seen that notwithstanding variationin the volume drawn into the engine per unit time I have placed thedetermining factors under control so that the resultant'is not varied.The larger strangle tube is cutoff toward the latter part of thethrottle valves movement at a oint where the volume drawn in 'woulddlminish the .rate of iiow to a point where 'the injecting action wouldbecome insufficient, and its less eicient product so dominate orinfluence the character of the explosive mixture as a whole as tocause'a substantial deviation from the constant. The rate of flowthrough the smaller tube will obviously still be sufficient to secure -aproper injection and carbureting action, even though a far less volumeof air is'drawn in by the engine, since its cross sectional Varea iscomparativel small. Supposing now, the throttle va ve to have beenthrown toward the extreme limit of its movement, short of entirelythrottling the engine passage, and only the smallest of the carburetingor strangle tubes remaining in action, it will be seen that a suddenopening of the throttle will allow an immediate inflow of la largevolume of air without causing an abnormal rush past the spray nozzles,since each opening movement of the throttle uncovers a larger tube ofsufficient .capacity to take care of or allow a free flow for the volumeof air admitted by the engine, and there is consequently no suddenelevation in the rate of liow such as to create the abnormal injectingaction referred to above. Thus it will be seen that, although the volumedrawn in by the engine er unit' time is a fluctuating factor of the carureting resultant, I am enabled to so vary the ratio of the severalfactors that the resultant is a constant.

There are, of course, quite a number of variations possible in the styleand form of throttling valves and the disposition of the ports, and I donot desire to be understood-as limiting myself to one form. In the eventof using more than two strangle tubes, the throttling valve would beadapted to this amplified form in any one of the obvious ways whichwould secure the result above described.

Having described my invention, I claim:

1. In an explosive engine a plurality of independent sets of carburetingmeans, one of the carbureting factors being the same in each set, othercarbureting factors being different in each set, a mixing chamber, anengine throttle and means operating simultaneousl with the closingmovement of the thrott e to cut off that carbureting set having theleast carbureting effect for a given volumetric rate of flow ofthemixture therefeedA passage of largest capacity simultanefrom. ously withthe closing movement of the said 2. In an explosive engine a earbureterthrottle. havin separate spray nozzles in separate In testimony whereof,I hereunto ax my 5 Strang e passages olf1 digel'entk feeding casignaturein the presence of twowitnesses. 15

paoities, a mixing `c am er communicating with said passages and havingan outlet to L' P MOERS the explosion chamber, a throttle controllingWitnesses: said outlet and means connected with the E. B. GILCHRIST, 10throttle arranged to out 0H the feed from the J. B. WOODWARD,

